# National Standards for Traffic Control Devices; Manual on Uniform Traffic Control Devices for Streets and Highways > Briefs, arguments, decisions, and more. URL: https://www.frixlaw.com/law-library/documents/fr%3A00-31974 ## Record - **Collection:** Federal Register - **Document type:** Rule - **Published:** December 18, 2000 - **Citation:** 65 FR 78923 ## Text DEPARTMENT OF TRANSPORTATION Federal Highway Administration 23 CFR Part 655 [FHWA Docket Nos. 97-2295 (Formerly 96-47), 97-3032, 98-3644, 98-4720, 99-5704, 99-6298, 99-6575, and 99-6576] RIN 2125-AE11, AE25, AE38, AE50, AE58, AE66, AE71, and AE72 National Standards for Traffic Control Devices; Manual on Uniform Traffic Control Devices for Streets and Highways AGENCY: Federal Highway Administration (FHWA), DOT. ACTION: Final amendments to the Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD). SUMMARY: This document contains the complete revision to the MUTCD as adopted by the FHWA. The MUTCD is incorporated by reference in 23 CFR part 655, subpart F and recognized as the national standard for traffic control devices on all public roads. The new MUTCD has incorporated technological advances and application change, as well as improved the overall organization to clarify the discussion of the content. DATES: The final rule is effective January 17, 2001. However, the FHWA is setting later compliance dates for some portions of the MUTCD; see the SUPPLEMENTARY INFORMATION section for further details. Incorporation by reference of the publication listed in the regulations is approved by the Director of the Federal Register as of January 17, 2001. FOR FURTHER INFORMATION CONTACT: Mr. Ernest D. L. Huckaby, Office of Transportation Operations (HOTO-1), (202) 366-9064, Department of Transportation, Federal Highway Administration, 400 Seventh Street, SW., Room 3412, Washington, DC 20590. Office hours are from 7:45 a.m. to 4:15 p.m. E.T., Monday through Friday, except Federal holidays. SUPPLEMENTARY INFORMATION: Electronic Access Internet users may access all comments received by the U.S. DOT Dockets, Room PL-401, by using the universal resource locator (URL) http://dms.dot.gov. It is available 24 hours each day, 365 days each year. Please follow the instructions online for more information and help. An electronic copy of this document may be downloaded using a modem and suitable communications software from the Government Printing Office's Electronic Bulletin Board Service at (202) 512-1661. Internet users may reach the Office of the Federal Register's home page at http://www.nara.gov/fedreg and the Government Printing Office's web site at http://www.access.gpo.gov/nara. The text for the millennium edition of the MUTCD is available from the FHWA Office of Transportation Operations' web site at: http://mutcd.fhwa.dot.gov Background The FHWA announced its intent to rewrite and reformat the MUTCD on January 10, 1992, at 57 FR 1134. The purpose of this rewrite effort is to reformat the text for clarity of intended meanings, to include metric dimensions ( i.e., both English and metric dimensions will be included in the text) and values for the design and installation of traffic control devices, and to improve the overall organization and discussion of the contents in the MUTCD. Although the Federal Highway Administrator is responsible for adopting the changes contained in this new millennium edition, the National Committee on Uniform Traffic Control Devices (NCUTCD) took the lead in this effort to rewrite and reformat the MUTCD. The NCUTCD is a national organization of individuals from the American Association of State Highway and Transportation Officials (AASHTO), the National Association of County Engineers (NACE), the American Public Works Association (APWA), the Institute of Transportation Engineers (ITE), and other organizations that have extensive experience in the installation and maintenance of traffic control devices. The NCUTCD voluntarily assumed the arduous task of rewriting, reformatting and editing the entire 1988 MUTCD into an updated and more user friendly document. The FHWA reviewed and incorporated most of the NCUTCD's proposals for revising the MUTCD in several Federal Register notices of proposed amendments. This document contains the disposition of the comments to the dockets of the notices of proposed amendments which were published in the Federal Register shown in the table below. The table also shows the number of letters submitted to each docket and the number of separate comments addressed as part of the FHWA review and deliberation. Adopted changes to the MUTCD text, as discussed herein, are available on the MUTCD Internet site (http://mutcd.fhwa.dot.gov). The final rule text will be available on the MUTCD Internet site in December 2000. Anyone unable to download the text should write to the Federal Highway Administration, Office of Transportation Operations, HOTO-1, 400 Seventh Street, SW., Washington, DC 20590. Table of Notices of Proposed Amendments Published by FHWA MUTCD part Title Docket number and date Number of letters received Separate comment entries Part 1 General provisions/Definitions 97-3032 12/05/97 24 86 Part 1 (update) General provisions/Definitions 99-6575 12/30/99 14 60 Chapters 2A,D,E,F,I Signs 98-3644 06/11/98 47 800 Chapters 2G, 2H Tourist oriented directional signs, & recreation & cultural interest signs 98-4720 06/24/99 80 95 Chapter 2C Warning signs 99-5704 06/24/99 42 329 Chapter 2B Regulatory signs 99-6298 12/21/99 86 304 Part 3 Markings 97-2295 01/06/97 40 247 Part 3 (update) Markings 99-6575 12/30/99 27 181 Part 4 Signals 97-2295 01/06/97 24 264 Part 4 (update) Signals 99-6575 12/30/99 111 578 Part 5 Low volume roads 99-6298 12/21/99 23 231 Part 6 Temporary traffic control 99-6576 12/30/99 56 2652 Part 7 Traffic controls for school areas 97-3032 12/05/97 20 156 Part 8 Traffic control systems for railroad-highway grade crossings 97-2295 01/06/97 29 210 Part 8 (update) Highway-rail grade crossings 99-6298 12/21/99 23 210 Part 9 Traffic controls for bicycles 98-4720 06/24/99 79 357 Part 10 Traffic controls for highway-light rail grade crossings 99-5704 06/24/99 46 381 Summary of Comments The FHWA has reviewed the comments received in response to the dockets listed above and other information related to the MUTCD and these proposals. The FHWA is acting on the following items published in the notice of proposed amendments. Each action and its basis is summarized below: Discussion of Adopted Amendments to Part 1—General Provisions The FHWA received 146 comments from 38 commenters concerning Part 1. Only the technical (not editorial) comments are addressed in this discussion. Two notices of proposed amendments (NPA) were published at 62 FR 64324 on December 5, 1997, and at 64 FR 73612 on December 30, 1999. 1. In Part 1 Introduction, the FHWA is incorporating a discussion on defining the following condition headings: STANDARD, OPTION, GUIDANCE, and SUPPORT. This change addresses many comments received regarding the difficulty in distinguishing between distinct sections in previous editions of the MUTCD. In the NPA for Part 1, this discussion was covered in Section 1A.10 MUTCD Changes, Interpretations, and Experimentations. Based on docket comments, the FHWA believes it is important for the reader to see this discussion before proceeding to the other sections of the manual. Therefore, the FHWA is moving this discussion to the Introduction. The FHWA is also changing the way that these condition headings appear throughout the text. The FHWA received many comments expressing a need for improvement in the blocked headings found in the notice of proposed amendments. An explanation of both the terms and new heading style is included in the Introduction. Also being added is a new STANDARD statement indicating that any traffic control device design or application provision contained in the MUTCD shall be considered in the public domain. The FHWA will not include any copyrighted or patented devices in the MUTCD with the exception of the Interstate Shield, a copyrighted device developed by the American Association of State Highway and Transportation Officials (AASHTO). Since this is a frequently asked question, the FHWA has decided to include language in the MUTCD to address this policy. A new GUIDANCE paragraph is added to Part 1 Introduction to discuss the use of the International System of Units, a modernized version of the Metric system, and English units used throughout the MUTCD. The FHWA recommends that a decision be made to consistently use either the International System of Units (Metric) or English units in the design and installation of traffic control devices. 2. In Table I.1, Evolution of the MUTCD, two other revisions to the 1988 MUTCD are added for a total of seven revisions to the 1988 MUTCD, instead of the five revisions previously shown in the table. The FHWA has also added the new millennium edition to this table. 3. In Section 1A.01 Purpose of Traffic Control Devices, paragraph 1, the term “road users” is referenced. Road user is the preferred term because it encompasses both motorized and non-motorized traffic. The term “road user” is defined in Section 1A.13. The FHWA did not receive any docket comments on this change. 4. In Section 1A.02 Principles of Traffic Control Devices, under the SUPPORT statement, the term “speed” is added as a variable that governs the design, operation, placement, and location of various traffic control devices. The traveling speed of road users can affect their ability to appropriately respond to the driving task. The FHWA did not receive any docket comments on this change. 5. In Section 1A.03 Design of Traffic Control Devices, under the STANDARD statement, the term “colors” is added to the statement that all symbols not shown in the “Standard Highway Signs” 1 book shall be adopted using the procedures described in Section 1A.10, “MUTCD Changes, Interpretations, and Experimentations.” The FHWA did not receive any docket comments on this change. Also in this section, an OPTION is added to explain that State and local highway agencies may develop word message signs to notify road users of special regulations or situations. The FHWA did not receive any docket comments on this change. 6. In Section 1A.05 Maintenance of Traffic Control Devices, GUIDANCE is added to explain the difference between functional and physical maintenance. The FHWA did not receive any docket comments on this change. 7. In Section 1A.07 Responsibility for Traffic Control Devices, under the STANDARD statement, a reference to 23 CFR 655.603 is added to adopt the MUTCD as the national standard for all traffic control devices, and require that any State or other Federal agency MUTCD shall be in substantial conformance with the national standards. The FHWA did not receive any docket comments on this change. 8. In Section 1A.08 Authority for Placement of Traffic Control Devices, (titled in the 1999 NPA as “Placement Authority,”) paragraph 1, STANDARD language is added to require that all traffic control devices and any other signs or messages within the street or highway right-of-way shall be placed only as authorized by a public authority or official having jurisdiction for the street or highway. The FHWA did not receive any docket comments on this change. 1 “Standard Highway Signs,” FHWA, 1979 Edition is included by reference in the 1988 MUTCD. It is available for purchase from the Government Printing Office, Superintendent of Documents, PO Box 371954, Pittsburgh, PA 15250-7954. It is available for inspection and copying at the FHWA Washington Headquarters and all FHWA Division Offices as prescribed at 49 CFR part 7. Also in Section 1A.08, GUIDANCE is added to indicate that any unauthorized traffic control device or any non-essential sign or message placed within the highway right-of-way should be removed. The FHWA did not receive any docket comments on this change. 9. In Section 1A.09 Engineering Study and Engineering Judgment (titled in the 1999 NPA as “Engineering Study or Judgment Required”), a clarification discussion on the difference between engineering study and engineering judgment is added. The FHWA did not receive any docket comments opposed to adding this discussion. Also in Section 1A.09, one commenter stated that the word “required” in the title of this section (titled in the 1999 NPA as “Engineering Study or Judgment Required”), conflicts with the GUIDANCE given in this section. The FHWA agrees and has changed the title of this section to “Engineering Study and Engineering Judgment,” because that title more appropriately conveys the objective of the section. The same commenter also recommended that the STANDARD statement, which provides that the inclusion of a traffic control device in the MUTCD is not a legal requirement for their installation, be deleted from this section because he did not see its purpose. The FHWA disagrees because the STANDARD statement complements the GUIDANCE paragraphs in this section that discuss that the decision to use a particular device should be made on the basis of an engineering study or the application of engineering judgment. 10. In Section 1A.10 Interpretations, Experimentations, and Changes, STANDARD language is added to paragraph 1 to prohibit the design, application, and placement of traffic control devices other than those adopted in the MUTCD, unless the process for an interpretation, experimentation, or change is followed. Also in Section 1A.10, is a new GUIDANCE statement indicating that any request for permission to experiment with a new traffic control device should contain a legally binding statement certifying that the traffic control device is not protected by a patent or a copyright since patented or copyright protected traffic control devices are not permitted in the MUTCD, except for the Interstate Shield. 11. A new Section 1A.13 Definitions of Words and Phrases, is added. Definitions in this section are provided for terms that are universally used throughout the MUTCD. The definitions for terms found in only one section of the MUTCD can be found within the specific section. The FHWA did not receive any docket comments opposed to this change. However, the FHWA did receive editorial comments on some of the definitions, and they are incorporated as minor modifications to the text. 12. A new Section 1A.14 Abbreviations Used on Traffic Control Devices, is added. These abbreviations shall be the STANDARD for word messages used in conjunction with traffic control devices. The FHWA did not receive any docket comments opposed to this change. However, the FHWA did receive editorial comments which have been incorporated as minor modifications to the text. Discussion of Adopted Amendments to Chapter 2A—General Provisions and Standards The FHWA received 800 comments from 47 commenters concerning Parts 2A, 2D, 2E, 2F, and 2I. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 63 FR 31950 on June 11, 1998. 13. The heading for Chapter 2A is changed from “Introduction and General Standards” to “General Provisions and Standards.” This title better describes the discussion in this chapter. There were no docket comments on this change. 14. In Section 2A.01 Function and Purpose of Signs, the STANDARD is modified to make the design and application standards for “all” signs dependent on the particular class of highway on which they are used. The 1988 MUTCD only specified “guide” signs rather than “all” signs. The FHWA has also added “special purpose roads” to the list of highway classification definitions in this section. The FHWA received no docket comments on this section. 15. In Section 2A.07 the title is changed from “Variable Message Signs” to “Changeable Message Signs” which is more commonly used within the transportation field and throughout MUTCD Sections 6F.02 and 6F.52. The FHWA is also referring readers to Section 6F.02 for more detailed discussion on changeable message signs. There were no docket comments on this section. 16. In Section 2A.08 Illumination and Retroreflectivity, two tables are added (Table 2A.1 and 2A.2) to help clarify the text that used to be in Sections 2A.16, 2A.17, and 2A.18 of the 1988 MUTCD. The FHWA received no docket comments on this section. In the STANDARD statement, the requirement of sign retroreflectivity or illumination is extended to include guide signs. This requirement applies to all signs unless specifically stated otherwise in the MUTCD text for a particular sign or group of signs. The FHWA believes this will improve safety and visibility during adverse ambient conditions. There were no docket comments on this section. 17. In Section 2A.10 Shapes, a new Table 2A.3, Use of Shapes, is added. In this new table, the following shapes are for exclusive use: STOP sign, YIELD sign, pennant, crossbuck, and trapezoid. The trapezoid shape is exclusively for recreational signs. However, as one commenter noted, since most recreational signs currently installed are rectangular, the FHWA has also included the recreation signs in the guide signs category (see double asterisk in new table). 18. In Section 2A.1l Sign Colors, a new Table 2A.4, Uses of Sign Colors is added. The FHWA has also included a statement that the color coordinates and values shall conform to those shown in the color specifications described in the “Standard Highway Signs” (SHS) Book. 2 There were no docket comments on this section. 2 Ibid. The FHWA believes that including this statement will help promote uniformity of colors where traffic control signs are designed and installed by providing the reader with a specific reference source for determining the proper color coordinates and values. 19. In Section 2A.13 Symbols, paragraph 2 explains that new symbol signs shall be adopted by FHWA based on research evaluation studies to determine comprehension data and recognition/legibility distance for the symbol sign. The FHWA added an OPTION statement for State and/or local highway agencies to conduct these research studies. There were no docket comments on this section. 20. In Section 2A.14 Word Messages, paragraph 2 provides GUIDANCE for determining sign letter heights is added. Sign letter heights should be determined based on 1 inch per 40 feet of legibility distance. The FHWA believes this amendment will improve sign legibility for all road users, especially for older road users whose vision may be diminished. The FHWA received no docket comments on this section. In paragraph 5, an OPTION is provided for State and local highway agencies to use the combination of lowercase letters with initial uppercase letters for street name signs. In Section 2A.15 of the 1988 MUTCD, this OPTION only applied to destination guide signs and did not give States this flexibility. The FHWA has also eliminated the restriction for using series B alphabets only on street name signs. States now have the flexibility to use other standard series alphabets, as appropriate. There were no docket comments on this section. 21. In Section 2A.17 Overhead Sign Installations, the FHWA removed the restriction for placing signs on bridges located along only “urban” freeways and expressways in the OPTION statement. Overhead signs may be placed on “any” freeway or expressway bridge where feasible, to enhance safety and economy. This change provides more installation flexibility to State and local highway agencies. There were no docket comments on this section. 22. In Section 2A.18 Mounting Height, paragraph 7 allows State and local highway agencies the OPTION to adjust the mounting height of signs when the sign supports are located near the edge of the right-of-way on a steep backslope. There were no docket comments on this section. 23. In the first paragraph of Section 2A.19 Lateral Offset, a STANDARD is added that requires sign supports within the clear zone to be breakaway or shielded for the safety of the road user particularly in run-off-road incidents. There were no docket comments on this section. 24. In Section 2A.23 Maintenance, GUIDANCE is added to paragraph 2 which recommends that maintenance inspections be conducted both day and night. Although this is a general practice among many engineering and transportation officials, the FHWA believes it is a practice worth reiterating in the MUTCD. There were no docket comments on this section. 25. In Section 2A.24 Wrong-Way Traffic Control, the FHWA has deleted the OPTION and SUPPORT text that appeared in the NPA and modified the figures to more accurately show the typical sign application for wrong-way traffic control. This change helps the text read clearer and is based on the FHWA internal review process which identified inconsistencies, redundancy, and confusion between the text and the accompanying typical figures. Discussion of Adopted Amendments to Chapter 2B—Regulatory Signs The FHWA received 304 comments from 86 commenters concerning Chapter 2B Regulatory Signs. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 64 FR 71358 on December 21, 1999. 26. In Section 2B.03 Size of Regulatory Signs, the FHWA received several comments requesting the addition of a table that depicts sign sizes. The FHWA has adopted a similar format to the one recommended by the NCUTCD that expands the sign category headings to cover additional sizes. Table 2B-1 lists sign sizes for Conventional Roads, Expressways, and Freeways, “minimum” and “oversized” signs. 27. In Section 2B.04 STOP Sign, paragraph 3, under the STANDARD statement, we proposed text requiring the use of the 4-way supplemental plaque (R1-3) at intersections where all approaches are controlled by STOP signs. This practice was optional in the 1988 MUTCD. The FHWA received one comment in opposition to this adopted change. The FHWA has adopted this requirement because it believes the use of the supplemental plaque will provide additional emphasis and motorist information at the stop location. The FHWA is providing a phase-in compliance period of 3 years after the effective date of this final rule for existing installations to minimize any potential impact to State and local highway agencies. This period will allow for replacement of the existing signs after the normal service life. This change takes effect immediately for all new installations. 28. The proposed amendment to Section 2B.05 STOP Sign Applications recommended changing the title of this section from “Warrants for Stop Signs” to “STOP Sign Applications.” This change eliminates the misunderstanding created by the term “warrants” which has a “legal sanctions” connotation. No commenters objected to this amendment, therefore the FHWA has changed the section title as proposed. Several commenters indicated disappointment that the GUIDANCE statement in Section 2B.05, paragraph 1, was not upgraded to a STANDARD since many local governments receive frequent requests for STOP signs to be installed for speed control. Traffic engineers would like to have the language in the MUTCD that would back up their decision when faced with political pressure to install STOP signs to control speed. The FHWA does not consider this sufficient justification to elevate this GUIDANCE to a STANDARD requirement, particularly when you consider the potential impacts on local governments. Two commenters questioned why an engineering study, as opposed to an engineering judgment, was not required in the NPA. The FHWA believes that it is more practical to recommend that an engineering study be done for multi-way stops and that engineering judgment be used for one-way or two-way stops. 29. The FHWA received no objections to the proposed language in Section 2B.06 Stop Sign Placement, changing the language from OPTION to GUIDANCE for using STOP lines to supplement a STOP sign. The FHWA believes that the use of the STOP line will provide the road user with additional information for making safe traffic operation decisions, therefore the proposal is adopted. Also in this section, under GUIDANCE, the FHWA received no comments objecting to the proposed language stating that the STOP signs should not be placed on the far side of the intersection. The text has been modified to clarify that when only one sign is installed, the STOP sign should not be placed on the far side of the intersection. This would allow the use of a supplemental STOP sign on the left side which may be appropriate in some cases. 30. In Section 2B.07 Multi-way Stop Sign Applications, paragraph 3, the FHWA added GUIDANCE to recommend that the decision to install Multi-way Stop signs should be based on an engineering study. The FHWA offers the same rationale that was provided in Section 2B.05, which addresses the reasoning for the use of engineering judgment as opposed to engineering study. Several commenters responded to the GUIDANCE statement (in item C.1) which lists the criteria to consider in an engineering study for a multi-way STOP sign installation. There is a misunderstanding that the criteria was reduced from 500 to 300 vehicles per hour. The 1988 MUTCD provides for 500 vehicles per hour from all approaches and 200 combined vehicular and pedestrian units per hour from the minor-street approaches. The revised text provides: “1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any eight hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same eight hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour * * * ” This is the same criteria presented in a slightly different manner. Additionally, Item C.2 of the criteria includes bicycle volumes to the combination volume studies of vehicles and pedestrians. The FHWA believes that bicycle travel is an integral part of traffic control considerations. Therefore, this should improve the traffic data when considering installation of traffic control devices. One commenter pointed out that typical count methods do not allow for comprehensive counting of bicycles over long time periods. The FHWA agrees that manual counts are routinely done over an 8-12 hour period in order to gather pedestrian and bicyclist data. It is true that automatic 24-hour counts, typically done by machines with rubber tubes across the roadway, cannot count bicycles; however, video methods offer a highly effective means to capture this data. Since the language is provided under GUIDANCE, the FHWA does not believe that this will cause an inconvenience to traffic engineers. 31. In Section 2B.11 Speed Limit Sign, a sentence is added to the OPTION statement to read: “A changeable message sign that changes for traffic and ambient conditions may be installed provided that the appropriate speed limit is shown at the proper times.” In the NPA this was suggested as an addition to Section 2B.13 Night Speed Limit Sign. After reconsideration by the FHWA and from comments provided on this issue, it was determined that it be placed in Section 2B.11, because this is not necessarily a night condition. 32. In Section 2B.16 Reduced Speed Ahead Sign (R2-5 series), the FHWA received one comment regarding the proposed assembly method B under OPTION which when applied to a metric assembly, could require a five-sign configuration for an advance notice of change in speed limit. The FHWA believes that since this method is “optional” and not a requirement, its inclusion under OPTION is appropriate. Also in this section, one comment was received suggesting that the background color for the supplemental plaques in GUIDANCE be changed from the color yellow to white so that motorists will not confuse this sign assembly with the School Speed Limit Sign Assembly. The FHWA agrees and has modified the language to read “When used with Speed Limit assemblies, the supplemental plaques should have a white background with a black legend and border, except for the METRIC plaque (see Section 2B.11).” The FHWA believes that it is essential that the METRIC plaque be distinct to draw attention to the use of metric units in that particular jurisdiction. The FHWA is providing a phase-in compliance period of 7 years after the effective date of this final rule for existing signs to minimize any impact on State and local highway agencies. This period will allow for replacement of existing signs after the normal service life. This change is effective immediately for new sign installations. 33. In Section 2B.17 Turn Prohibition Signs (R3-1 to R3-4) (referenced in the NPA as Section 2B.15), the FHWA is combining the language for the Turn Prohibition and the U-Turn Prohibition signs into one section. No negative comments were received for this amendment. The FHWA received one comment suggesting that the following text be added as an OPTION: “Where ONE WAY signs are used, Turn Prohibition signs may be omitted (see Section 2B.31).” The FHWA agrees and is adding this language because this may reduce the number of sign messages and prevent driver message overload. 34. In Section 2B.19 Mandatory Movement Lane Control Signs (R3-5, R3-5a and R3-7) (referenced in the NPA as Section 2B.16), the FHWA proposed adding a new Mandatory Movement Lane Control Sign (R3-5a) under OPTION to explain to road users that they must stay in the same lane and proceed straight through an intersection. Two comments were received that recommended changing the name of this sign to a “Straight Through Only” sign, which is a more specific description of the sign's intent. The FHWA agrees and is adopting this change. Also in Section 2B.19 Mandatory Movement Lane Control Signs, a GUIDANCE statement is added to read: “Mandatory Movement Lane Control signs should be accompanied by lane control pavement markings, especially where traffic volumes are high, where there is a high percentage of commercial vehicles, or where other distractions exist.” This was proposed as a requirement in the NPA, which stated that whenever lane use control signs are installed, lane-use pavement markings shall also be installed, and seven commenters objected to this proposal and mentioned that many jurisdictions are successfully using this signing without markings, and that making this condition mandatory may constitute an unfunded mandate creating serious hardships on many jurisdictions. The FHWA agrees with these suggestions, and believes that this language is more appropriately included as an OPTION in Section 2B.19. 35. In Section 2B.30 WRONG WAY Sign (R5-1a), the FWHA proposed to include a reference to Figure 2-5a which shows the signing and pavement marking treatments for divided highway intersections with medians 9 m (30 ft). Based on the negative comments received on the proposed figure, the FHWA has revised the figure to only depict WRONG WAY signing. The figure is renumbered Figure 2B-2, “Typical Wrong Way Signing for Divided Highways.” 36. In Section 2B.32 ONE WAY Sign (R6-1, R6-2), the FHWA proposed to change the recommendation regarding placement of the One Way signs from a recommendation to a requirement. The FHWA received one negative comment regarding the change from GUIDANCE to STANDARD, stating the rationale that alley traffic is familiar traffic and that the current practice has been proven over time to be adequate. The FHWA disagrees with this comment and is adopting the proposed amendment. Not all traffic in alleys will always be familiar traffic, and this new requirement will increase safety by reducing the chance of road users inadvertently making wrong-way movements. Another commenter to this section suggested adding a compliance period to relieve the cost burden on local agencies. The FHWA is providing a phase-in compliance period of 7 years after the effective date of this final rule to minimize any impact on State and local highway agencies. This period will allow for replacement of the existing signs after the normal service life. 37. In Section 2B.35 Design of Parking, Standing, and Stopping Signs, the FHWA inadvertently omitted the proposed text, stating that all street parking signs are to be illuminated or retroreflective. This text is consistent with Section 2A.08 Illumination and Retroreflectivity, which discusses the general provisions and standards for signs. The FHWA believes the language that addresses retroreflectivity and illumination is best discussed as a STANDARD in Section 2B.01 Application of Regulatory Signs. The FHWA is adopting the following text: “Regulatory signs shall be retroreflective or illuminated to show the same shape or similar color by both day and night, unless specifically stated otherwise in the MUTCD text discussion of a particular sign or group of signs (see Section 1A.08). 38. In Section 2B.37 Emergency Restriction Signs (referenced in the NPA as Section 2B.36, paragraph 3), FHWA is providing States with the choice of either using red or black legend and border on a white background for these signs. The FHWA did not receive any comments opposed to this adopted change. 39. The 1988 MUTCD contained a sentence that the WALK ON LEFT (R9-1) and NO HITCHHIKING (R9-4) signs do not have to be retroreflective. However, the FHWA is changing this and requiring that all signs, including these pedestrian signs, shall be either illuminated or retroreflective. The FHWA did not receive any comments opposed to this adopted change. 40. In Section 2B.40 Traffic Signal Signs, the FHWA proposed adding two new symbol signs for NO RIGHT TURN ON RED (R10-11c) and NO LEFT TURN ON RED (R10-11d). Three commenters disagreed with the use of these symbol signs as alternatives to the word legend R10-11a and R10-11b signs. Their concern was that these new symbol signs may be confused with the R3-1R (NO RIGHT TURN) and the R3-1L (NO LEFT TURN) symbol signs and will lead to increased violations for No Right Turn or No Left Turns situations. The FHWA believes that since the use of the proposed signs is an OPTION and not a requirement, that jurisdictions should be able to have the option of using either word message signs or these new symbol signs. Therefore, the text has been modified to read: “A symbolic NO TURN ON RED sign (R10-11c) may be used as an alternate to the R10-11a and R10-11b signs.” 41. The FHWA added two new sections to address High Occupancy Vehicle (HOV) signing: Section 2B.49 High Occupancy Vehicle Lanes, and Section 2B.50 High Occupancy Vehicle Sign Applications and Placement. No commenters objected to this amendment. The FWHA has deleted the R3-18 and R3-19 HOV signs from the text and Table 2B-1. These signs have been replaced by the remaining HOV signs found in Table 2B-1. The FHWA is providing a phase-in compliance period of 6 years after the effective date of the final rule to minimize any potential impact on State and local highway agencies. This period will allow for replacement of the existing signs after the normal service life. Immediate compliance is required for all new installations. Discussion of Adopted Amendments to Chapter 2C—Warning Signs The FHWA received 329 comments from 42 commenters concerning Chapter 2C. The notice of proposed amendments (NPA) was published at 64 FR 33802 on June 24, 1999, under docket number FHWA-1999-5704. 42. The following general changes are in Chapter 2C: the various sizes of warning signs are shown in Table 2C-2; and the sections in 2C are grouped and discussed according to category type and application. Table 2C-1 shows the categories, application, appropriate sections, and sign numbers for the warning signs discussed in Chapter 2C. The table is designed so that it is easy to reference this information. The section topics are grouped by roadway-related, traffic-related, and non-vehicle related categories. 43. In Section 2C.02 Application of Warning Signs, paragraph 2 includes language that was proposed in the NPA as Section 2C.35 Motorized Traffic Signs. The language indicating that warning signs should be removed or covered when conditions or activities are seasonal or temporary is more appropriate for inclusion in Section 2C.02 which discusses general application for all warning signs. This language is removed from the section on “Motorized Traffic Signs.” In Table 2C-2 Warning Sign Sizes, the minimum sizes of the following signs are increased from 600 mm (24 inches) to 750 mm (30 inches): Merge Sign (W4-1), Narrow Bridge Sign (W5-2), Two-Way Traffic Sign (W6-3), and the Double Arrow Sign (W12-1). This change makes the minimum size consistent with other signs in the respective sign series and improve the sign visibility for road users, particularly older drivers. The FHWA is providing a phase-in compliance period of 7 years after the effective date of this final rule for existing installations to minimize any potential impact to State and local highway agencies. This period will allow for replacement of existing signs after their normal service life. This change is effective immediately for all new installations. The FHWA received comments from the Washington Department of Transportation (WDOT) and an engineering concerning Table 2C-2. The WDOT suggested that all diamond warning signs in this table should be the same size for a given roadway type facility. The example given was that the Curve Sign (W1 Series) requires more decision and reaction time than the Merge Sign (W4 Series). Therefore, the WDOT suggests that the Curve Sign, when used on expressways and freeways, should be at least the same size as shown for the Merge Sign which is 1200 mm x 1200 mm (48 inches by 48 inches). The FHWA agrees that there is a need to further study this issue of sign size consistency, and we will revisit it as part of a future notice of proposed amendments. An engineering consultant suggested that the FHWA delete the term “standard size” used as a heading in Table 2C-2 because in tort liability cases, the term “standard size” is misunderstood and requires explanation. Based on this comment, the FHWA has revised Table 2C-2 to relate the warning sign sizes to the roadway classification using the following headings: Conventional Roads, Expressway, and Freeway. The FHWA has added a supplemental Table 2C-2a to show the minimum and oversized warning sign sizes. 44. In Section 2C.06 Horizontal Alignment Signs, the discussion for each of the horizontal alignment signs (W1-1 through W1-5) are combined into one section. A Table 2C-4 has been added to provide guidance for determining when to use the horizontal alignment signs based on the number of alignment changes and based on whether or not the advisory speed is greater than, equal to, or less than 50 km/h (30 mph). 45. In Section 2C.07 Combination Horizontal Alignment/Advisory Speed Sign, a new W1-9 sign is added to the MUTCD. The W1-9 sign combines the Turn (W1-1) Sign or the Curve (W1-2) Sign with the Advisory Speed Plaque (W13-1) to create one sign. The FHWA has also included a reference to this sign in Section 2C.06 Horizontal Alignment Signs. In the NPA, the FHWA indicated that the W1-9 sign shall be installed within the turn or curve. However, based on the docket comments from the Illinois DOT, the Ohio DOT, and the Ohio Institute of Transportation Engineers, the FHWA has revised paragraph 2 to indicate that this sign shall be installed at the beginning of the turn or curve to give motorists prior warning before they enter the curve. The FHWA also received a comment from Pierce County, Washington indicating that this sign has potential application in urban or lower speed conditions. The FHWA agrees and has included a minimum size of 900 mm x 900 mm (36 x 36 inches) when this sign is used on low speed facilities. 46. In Section 2C.08 Combination Horizontal Alignment/Intersection Sign, a new W1-10 sign is added to the MUTCD. The W1-10 sign combines the Turn (W1-1) sign or the Curve (W1-2) sign with the Cross Road (W2-1) sign or Side Road (W2-2, W2-3) signs to create one sign. The FHWA has added a reference to this sign in Section 2C.06. The FHWA has deleted the following paragraph which was formerly paragraph 3 in the NPA: “The Combination Horizontal Alignment/Intersection sign should not be used if there is adequate roadway length to provide for separate signs showing each of the applicable features.” Based on comments received, the FHWA believes that even when adequate space is available to install separate signs, this combination sign can provide a clearer message to the road user, and the decision to use this sign should be left to the State or local agency's discretion. 47. In Section 2C.10 Chevron Alignment Sign, based on a docket comment that the FHWA received from the Illinois DOT, the FHWA has added an OPTION to install the Chevron Alignment (W1-8) sign on the far side of an intersection to inform road users of a change in horizontal alignment through an intersection. 48. In Section 2C.12 Truck Escape Ramp Signs, a new TRUCK ESCAPE RAMP word message (W7-4c) sign is added to the MUTCD. Since this term is more widely and commonly used, the FHWA has included it as an OPTION to the RUNAWAY TRUCK RAMP word message (W7-4) sign. The FHWA has included GUIDANCE for installing No Parking (R8-3 series) signs near the ramp entrance due to the potential hazard caused by parking at these ramp locations. 49. In Section 2C.13 Road Narrows Sign, an OPTION to use the Advisory Speed (W13-1) plaque with the ROAD NARROWS (W5-1) sign is added. 50. In Section 2C.20 Low Clearance Sign, the use of the Low Clearance (W12-2) sign is required to notify road users of clearances less than 12 inches above the statutory maximum vehicle height or minimum structure height. Providing this critical information is especially important to operators of large vehicles. 51. A new Section 2C.22 Speed Hump Sign and new word message sign (W17-1) is added. The FHWA received a docket comment from the NCUTCD requesting this new word message sign. With the prevalent application of traffic calming techniques within residential communities and the possibility of States developing their own word message signs, the FHWA believes it is appropriate to include a standard word message sign in the MUTCD. In an effort to promote uniformity and discourage a proliferation of States using a variety of signs, the FHWA adopts the SPEED HUMP sign recommended by the NCUTCD. The addition of this new section means that the section numbers for the sections following 2C.22 are changed. 52. In Section 2C.24 Shoulder Signs, language is added to describe the application of the SOFT SHOULDER (W8-4) sign, the LOW SHOULDER (W8-9) sign, the SHOULDER DROP-OFF (W8-9a) sign, and the UNEVEN LANE (W8-11) sign. These word message signs are also appropriate for use in work zones (MUTCD Part 6). Since Part 6 references the signs but does not include a description, the FHWA has included an application discussion for these signs. The symbols for these existing signs have created confusion and misunderstanding. Therefore, the symbol signs are deleted in lieu of word messages. A phase-in compliance period of 10 years from the effective date of this final rule is provided so that State and local agencies can replace their existing symbol signs with word message signs over the course of the normal service life of the signs. 53. In Section 2C.26 Advance Traffic Control Signs (W3 series), all of the Advance Traffic Control signs are combined into one section. The Advance Traffic Control signs include: The Stop Ahead (W3-1a), the Yield Ahead (W3-2a), the Signal Ahead (W3-3), and a new BE PREPARED TO STOP (W3-4) sign. A new word message sign was submitted as a docket comment from the NCUTCD. This word message sign was already adopted in MUTCD Part 6, Work Zones. The MUTCD Part 6 shows the sign but does not have any descriptive text accompanying the sign. The FHWA believes this word message sign is appropriate for inclusion in both Chapter 2C and Part 6 because it advises road users that they may encounter traffic congestion or stopped traffic caused by traffic signals. This amendment includes descriptive text to discuss the application of the BE PREPARED TO STOP sign. Also in this section, the FHWA received comments from the city of Bellevue, Washington and the Washington DOT indicating that they have installed Street Name plaques with the Advance Traffic Control signs and have had no negative effects. Therefore, in the first OPTION statement of Section 2C.26 the FHWA has modified the sentence to allow the OPTION of installing a supplemental Street Name plaque above or below any Advance Traffic Control sign rather than just the Signal Ahead sign because it gives States more flexibility. 54. In Section 2C.27 Cross Traffic Does Not Stop plaque, a new (W4-4P) plaque is added. This plaque is intended to warn road users that they are approaching a 2-way stop controlled intersection. This new word message plaque is based on research conducted by the Texas Transportation Institute 3 and on recommendations included in the “Older Driver Highway Design Handbook.” 4 The FHWA believes it is appropriate from a safety standpoint to add this new warning sign to help road users quickly identify the type of stop controlled intersection. The FHWA did not receive any docket comments opposed to this new plaque. However, the FHWA did receive a comment suggesting that we add the OPTION to use this plaque on 1-way stop controlled T-intersections and the FHWA has included this modification. 3 Picha, D.L., C.E. Schuckel, J.A. Parham, and C.T. Mai, “Traffic Control Devices at Two-Way Stop Controlled Intersections,” Research Report 1374-IF, Texas Transportation Institute, College Station, Texas, November 1996. 4 “Older Driver Highway Design Handbook,” Report No. 1 FHWA-RD-97-135, available from the FHWA Research and Technology Report Center, 9701 Philadelphia Court, Unit Q, Lanham, Maryland 20706. The FHWA also received comments from the city of Bellevue, Washington and the Texas DOT questioning the appropriate color of the CROSS TRAFFIC DOES NOT STOP plaque. In response to these comments, and since this plaque is intended as a warning message to provide advance notice of an upcoming situation, language is added that the plaque colors are black legend on a yellow background. In State and local jurisdictions where this plaque is intended to regulate traffic, this plaque may be placed on the same post as the STOP sign. When used with the STOP sign, the colors are black legend on a white background. 55. In Section 2C.30, paragraph 4, a new sentence is added that roadway delineation may also be used to notify road users of lane reduction situations. The OPTION to use pavement markings in addition to the Lane Ends signs will provide additional guidance information to the road users. Also in paragraph 5 of this section, GUIDANCE is included to indicate that, in situations where an extra lane has been added for slower moving traffic, a Lane Ends sign should be installed in advance of the end of the extra lane. 56. In Section 2C.33 Advisory Exit, Ramp, and Curve Speed Signs, GUIDANCE is added to clarify the difference between when the Exit Speed (W13-2) signs and the Ramp Speed (W13-3) signs should be used. Based on deliberation comments made to the docket review, the FHWA has changed the title of this section and included a new Curve Speed (W13-5) sign. This sign was not discussed in the NPA, but the FHWA believes it should be included in the MUTCD because it provides the advisory speed on roads and highways at the beginning of horizontal alignment changes. The Curve Speed sign is designed exactly like the Exit and Ramp Speed sign. 57. In Section 2C.34 Intersection Warning Signs, an OPTION to install an Advance Street Name (W16-8) plaque in conjunction with the intersection warning signs is provided. This change provides helpful advance information to the road user. Also in this section, the FHWA has added a new Circular Intersection (W2-6) symbol sign that was submitted by the NCUTCD. The FHWA received comments from the Texas, Missouri, and Oregon DOTs in favor of a different symbol that was similar to the roundabout symbol used in Europe. With the advent of traffic calming practices in residential communities, the FHWA believes it is important to take advantage of this opportunity to include a sign in the MUTCD for circular intersections. Until further research can be done on another symbol, the FHWA plans to include the symbol submitted by the NCUTCD and to include language indicating that the symbol be accompanied by an educational word message plaque. 58. A new Section 2C.36 Motorized Traffic Signs is added. Motorized traffic signs are used to alert road users to unexpected entries into the roadway by trucks, farm vehicles, emergency vehicles, and other vehicles. Also in this section, a new EMERGENCY SIGNAL AHEAD (W11-12) warning sign for use with the Emergency Vehicle (W11-8) symbol sign is added. These two signs are required in advance of all emergency vehicle traffic control signals (Chapter 4F). Based on FHWA internal comments made during the docket review deliberations, this section has also been revised to include an OPTION to use other word message warning signs to indicate the type of emergency vehicle station ahead (such as rescue squad, etc.) in situations when no emergency signal is present. 59. In Section 2C.37 Crossing Signs, a new design and application for advance crossing and crossing signs is added. In the past, the crossing signs were distinguished from the advance crossing signs by the use of crosswalk lines on the sign. However, people rarely noticed the difference. The FHWA has changed the design of these signs by deleting the crosswalk lines and using one sign for both the advance and the crossing location. The crossing sign when used to provide advance notice to road users is supplemented with the legend “AHEAD” or with an appropriate distance plaque. The crossing sign is used adjacent to crossings and must be supplemented with a diagonal downward pointing arrow when the crossing does not have pavement markings. If pavement markings are used to mark the crosswalk, then only the crossing sign is needed and the diagonal downward pointing arrow is optional. The FHWA is providing a phase-in compliance period of 10 years after the effective date of this final rule for existing signs to minimize any impact on State and local highway agencies. This change is effective immediately for new sign installations. Discussion of Adopted Amendments to Chapter 2D—Guides Signs for Conventional Roads The FHWA received 800 comments from 47 commenters concerning Parts 2A, 2D, 2E, 2F, and 2I. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 63 FR 31950 on June 11, 1998. 60. Throughout Chapter 2D, the FHWA is replacing the word “marker” with the word “sign,” since these route and auxiliary markers are generally considered signs. The sign numbers, however, will continue to carry the “M” designation (example: M1-4) so that the State's sign inventory will not need to change. Also, a reference to Chapter 2A is included to remind readers to check there for placement, location, and other general criteria for signs, since this information is not repeated in every section. There were no docket comments on this section. 61. In Section 2D.03 Color, Retroreflection, and Illumination, the STANDARD statement in paragraph 3 is modified to extend the general requirements for retroreflectivity and/or illumination to “all” guide sign messages and legends, unless specific exceptions are provided. This is consistent with Section 2A.08 which requires all signs to be retroreflective and/or illuminated. There were no docket comments on this section. 62. In Section 2D.09 Numbered Highway Systems, a sentence is added to paragraph 5 which states that the highest priority route sign legend shall be placed on top or to the left of the sign panel. This will help the road user better identify the class of roadway (example: Interstate vs. County route). There were no docket comments on this section. 63. In Section 2D.11 Design of Route Signs, paragraph 6 allows the OPTION of placing a white sign panel behind the Off-Interstate Business Route signs when they are installed on a green guide sign. This amendment will improve the sign's contrast and conspicuity. There were no docket comments on this section. 64. In Section 2D.15 Cardinal Direction Auxiliary Sign, the first letter of cardinal direction messages is increased by 10 percent. Increasing the first letter of cardinal direction signs such as EAST and WEST, helps the road user in the navigation task by providing a clearer distinction between the similar appearance of these two messages. This same principle is true for the NORTH and SOUTH cardinal directions. This change was previously adopted in revision number 5 to the 1988 MUTCD and is mentioned here to bring attention to the compliance date which was December 31, 1994. The FHWA received no docket comments on this section. 65. In Section 2D.33 Destination and Distance Signs, the OPTION statement is changed to add the placement of the route sign and cardinal direction within the destination sign panel. When this option is used, the size of the route sign and cardinal direction auxiliary sign should be at least the minimum size specified for these signs. There were no docket comments on this section. 66. In Section 2D.34 Destination Signs, paragraph 9 recommends that when there are four destinations, they should be shown on two separate sign panels. The FHWA has changed this from a requirement (as shown in the 1988 edition of the MUTCD) to a GUIDANCE in order to allow State and local highway agencies more flexibility. The FHWA believes this change is appropriate since the OPTION in paragraph 10 allows all four destinations on one sign panel in situations where spacing is critical. The FHWA received no docket comments on this section. 67. In the 1988 edition of the MUTCD, distance signs were required to be placed approximately 500 feet outside the municipal limits or at the edge of the built-up district. Section 2D.37 Location of Distance Signs, eliminates this specific distance requirement and allows the State and local highway agencies the flexibility to determine the appropriate sign location. There were no docket comments on this section. 68. The FHWA received comments from the Minnesota Department of Transportation and reviewed the recommendations in the “Older Driver Highway Design Handbook,” 5 which suggest that a discussion for installing street name signs on overhead mast arms be included in the MUTCD. Since many State and local highway agencies are already using this application and it does improve sign visibility, the FHWA is adopting this as an OPTION in paragraph 11 of Section 2D.38 Street Name Sign. At intersections having two different street names, the FHWA is also adopting the OPTION to show both street names on one panel with appropriate directional arrows. This is consistent with the “Older Driver Highway Design Handbook” and will also optimize sign visibility for the road user. 5 Ibid. 69. In Section 2D.44 General Service Signs, paragraph 15 is changed to eliminate the term “opaque background” since all backgrounds shall be either retroreflective or illuminated as discussed in Section 2D.03. There were no docket comments on this section. In this same section, an OPTION is added to use the new word message sign “ROAD CONDITION DIAL 511” to notify road users of road and traffic conditions. This is a new OPTION that was not included in the NPA because at the time, it had not been approved by the Federal Communications Commission. 70. The title of Section 2D.45 proposed in the NPA is changed from “Milepost Markers” to “Reference Posts.” This change is based on internal review discussions during the FHWA's deliberation of docket comments. The FHWA has changed the title of this section to “Reference Posts” since this is a more accurate description. The FHWA has also modified this section in paragraph 11 of the OPTION statement to eliminate the provision for placement of the kilometer (mile) fractions on the back of the post or on a separate small plate. The text in the 1988 edition of the MUTCD was written more for road maintenance and public works activities. This modification is being made to help road users better identify their location in emergency situations. Discussion of Amendments to Chapter 2E—Guide Signs, Expressways and Freeways The FHWA received 800 comments from 47 commenters concerning Parts 2A, 2D, 2E, 2F, and 2I. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 63 FR 31950 on June 11, 1998. 71. Chapters 2E (Guide Signs—Expressway) and 2F (Guide Signs—Freeways) in the 1988 MUTCD are combined into a new Chapter 2E titled “Guide Signs—Freeways and Expressways.” The FHWA did not receive any comments. 72. In Section 2E.05, a STANDARD sentence is added in paragraph 1 to provide that signs which are not illuminated must be retroreflective. Also in this section, paragraph 4 recommends that all overhead sign installations should be illuminated unless an engineering study shows that retroreflection alone will perform effectively. The FHWA did not receive any comments. 73. In Section 2E.06 Characteristics of Urban Signing, the first paragraph adds item H concerning visual clutter from roadside development to the list of features which characterize urban conditions. Growth in business development and environmental changes make this an appropriate item to consider when installing signs since excessive signs may create information overload for some road users and may complicate the navigation task. The FHWA did not receive any comments. Also in this section, the second paragraph contains a list of special sign treatments for improving travel on urban freeways and expressways. The FHWA is amending item H to this list as follows: “Frequent use of street names as the principal message in guide signs.” This amendment improves the guidance information provided to road users. The FHWA did not receive any comments. 74. In Section 2E.08 Memorial Highway Signing, the GUIDANCE in paragraph 1 is expanded to include all freeways and expressways in the discussion of classes of highways that should not be signed as memorial highways. The FHWA did not receive any comments. 75. In Section 2E.09 Amount of Legend on Guide Signs, paragraph 1 clarifies the previous GUIDANCE in the 1988 MUTCD which addressed the appropriate number of destinations on major guide signs in general. The FHWA is changing the wording to clarify that not more than two destination names or street names should be shown on the following specific signs: Advance Guide signs or Exit Direction signs. The FHWA did not receive any comments. 76. In Section 2E.12 Designation of Destinations, paragraph 4 highlights the fact that AASHTO is responsible for the selection of control cities shown on guide signs. 77. In Section 2E.16 Abbreviations, the second paragraph in GUIDANCE provides for using periods on expressway and freeway signs. It provides that periods should not be used except when a cardinal direction is abbreviated as part of a destination name. The FHWA did not receive any comments. 78. In Section 2E.17 Symbols, paragraph 1 requires that symbol designs be essentially like those shown in the MUTCD and the “Standard Highway Signs Book.” 6 6 “Standard Highway Signs,” FHWA, 1979 Edition is included by reference in the 2000 MUTCD. It is available for purchase from the Government Printing Office, Superintendent of Documents, PO Box 371954, Pittsburgh, PA 15250-7954. It is available for inspection and copying at the FHWA Washington Headquarters and all FHWA Division Offices as prescribed in 49 CFR part 7. 79. In Section 2E.19 Diagrammatic Signs, the FHWA in the NPA proposed as a STANDARD the requirement of showing only one destination for each directional arrowhead on diagrammatic signs. Based on comments to the docket by the Missouri Department of Transportation, the FHWA has decided to recommend rather than require the practice of showing only one destination for each arrowhead on a diagrammatic sign. The recommended number of destinations is two for each sign. However, the FHWA recognizes that there are some special situations where there are more than two principle destinations at the interchange and changing this sentence to GUIDANCE provides more flexibility to State and local highway agencies. 80. In Section 2E.20 Signing for Interchange Lane Drops, the last sentence in paragraph 1 is added to prohibit the use of the EXIT ONLY panel on diagrammatic signs at any major bifurcation or split. This change is intended to eliminate a potentially confusing situation for road users. The FHWA did not receive any comments. 81. In Section 2E.21 Changeable Message Signs, the FHWA is including GUIDANCE in paragraph 3(a) to indicate that the desirable letter size for changeable message signs is 450 mm (18 inches) or a minimum letter size of 265 mm (10.6 inches). The FHWA is also including additional criteria (as discussed in MUTCD Part 6) for the use of changeable message sign. 82. In Section 2E.24 Lateral Clearance, paragraph 1 adds a discussion on the importance of the clear zone and breakaway supports when determining the horizontal clearance distance for sign installation. 83. In Section 2E.29 Interchange Exit Numbering, paragraph 2 increases the vertical dimension of the exit number panel from 600 mm (24 inches) to 750 mm (30 inches). This change is adopted because it improves the visibility of critical sign information for directing the road users to their destinations. Since the FHWA received comments from North Carolina, Missouri, and Minnesota Departments of Transportation expressing concern regarding the impact of implementing this change for existing installations, the FHWA is providing a phase-in compliance period of 7 years after the effective date of this final rule for existing installations to minimize any potential impact to State and local highway agencies. This period will allow for replacement of existing signs after the normal service life. This change takes effect immediately for all new installations. Also in this section, the text in the OPTION statement is modified to recommend the use of milepost numbering as the preferred method for interchange exit numbering. Consecutive numbering is optional for those States which are still working towards changing over to milepost numbering. The FHWA received a docket comment from the Ohio Department of Transportation suggesting this change. Additionally in this section, the FHWA has included an OPTION to add the word “LEFT” to the exit number panel. Since left exits are generally fewer and tend to violate expectancy, the FHWA believes that this OPTION will help the road user identify proper lane placement prior to the exit. 84. In Section 2E.31 Advance Guide Signs, the paragraph 2 GUIDANCE statement includes placement of Advance Guide signs in advance of the exit gore. The distance of an Advance Guide sign is changed from “400m to 1km” to “1 to 2 km ( 1/2 to 1 mile)” from the exit gore. This change places the Advance Guide sign back further from the exit gore in order to provide more decision and reaction time to the road user. Although the FHWA did not receive any comments expressing concern with this change, the FHWA is providing a phase-in compliance period of 7 years after the effective date of this final rule for existing installations in order to minimize any potential impact to State and local highway agencies. This period will allow for replacement of the existing signs after their normal service life. This change is effective immediately for all new installations. 85. In Section 2E.33 Other Supplemental Guide Signs, paragraph 2 adds GUIDANCE for installing only one supplemental guide sign on each interchange approach. The FHWA did not receive any comments on this section. 86. In Section 2E.34 Exit Direction Signs, paragraph 2 prohibits the use of population figures or other similar information on Exit Direction signs. The FHWA did not receive any comments on this section. Also in this section, the second GUIDANCE statement deletes the words “cantilevered support” and allows the Exit Direction sign to be installed on any overhead support located over the exit lane in advance of a gore point. The change in the last sentence of Section 2E.34, paragraph 10 is revised from that proposed in the NPA in response to a docket comment from the Minnesota Department of Transportation. Instead of recommending that the Exit Direction sign should be mounted on the face of the overhead structure, the FHWA is changing this to an OPTION to allow more flexibility at those locations that may not have available overhead structures. 87. In Section 2E.41 Signing by Type of Interchange, paragraph 3 provides GUIDANCE that the signing layout should be similar for interchanges which have only one exit ramp in the direction of travel. The FHWA did not receive any comments on this section. 88. In Section 2E.42 Freeway-to-Freeway Interchange, an OPTION is added for installing overhead guide signs at the 1 km ( 1/2 mile) and 4 km (2 mile) points. This OPTION is in addition to the required overhead guide signs at the 2 km (1 mile) point and at the theoretical gore of each connecting ramp. 89. In Section 2E.48 Closely-Spaced Interchanges, paragraph 1 is changed from that proposal in the NPA in response to a docket comment from the Minnesota Department of Transportation. Instead of mandating or requiring that the advance guide signs for the next interchange should be mounted on an overhead structure, the FHWA is changing the GUIDANCE to an OPTION in an effort to allow more flexibility at those locations that may not have available overhead structures. 90. In Section 2E.52 General Service Signs, paragraph 2 adds an OPTION that allows an action message, such as NEXT RIGHT, to be placed on general service signs which do not have exit numbers included on the sign. Figure 2E-38 has been added as an example. The FHWA did not receive any comments on this section. Also in this section, paragraph 4, GUIDANCE is added that recommends the distances to services should be shown on general service signs when the service is more than 2 km (1 mile) from the interchange. Additionally, paragraph 4a(1), is changed based on comments from the Ohio Department of Transportation and logo organizations in 9 States, which suggested that the FHWA delete tire repair from the list of criteria for selecting and installing general service signs for gas stations. The FHWA is adopting this modification since the majority of businesses offering gas today, no longer provide tire repair services. This same change applies to Section 2F.01, paragraph 8, item 1. Also in this section, paragraph 4b(4), 4c(4), and 4f(3) are revised to add “modern sanitary facilities” as a criteria for food, lodging, and camping services. Additionally, paragraph 4b(2) modifies the number of days that a food service, selected for general service sign, is open. The 1988 MUTCD showed 7 days per week, and the new edition states at least 6 days per week. This amendment also applies to Section 2F.01, paragraph 9, item D(b). This revision to the MUTCD is made in order to comply with the requirement of Federal law, Public Law 105-178, 112 Stat. 214, which was effective on June 9, 1998. There were no docket comments on this section. Also in this section, a STANDARD is added which requires that general service signs that are operated on a seasonal basis shall be removed or covered during periods when the service is not available. This amendment reduces the chance of road users mistakenly leaving their routes only to find that the particular service is closed. The FHWA received no comments on this section. 91. In Section 2E.57 Radio Information Signing, paragraph 1 allows State and local highway agencies the OPTION of using a word message Radio-Traffic Information (D12-4) sign in conjunction with traffic management systems. The FHWA received no comments on this section. Also in this section, paragraph 2 establishes three as the maximum number of frequencies shown on each Radio-Traffic Information sign. The FHWA did not receive any comments on this change. Discussion of Adopted Amendments to Part 2F—Specific Service Signs The FHWA received 800 comments from 47 commenters concerning Parts 2A, 2D, 2E, 2F, and 2I. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 63 FR 31950 on June 11, 1998. 92. Since the FHWA has combined chapters 2E and 2F of the 1988 MUTCD into one chapter, the new chapter for Specific Service Signs is Chapter 2F (formerly Chapter 2G in the 1988 MUTCD). There were no docket comments on combining Chapters 2E and 2F. 93. In Section 2F.01 Eligibility, paragraph 4 adopts Title VI of the Civil Rights Act of 1964 as a STANDARD for selecting eligible specific services. This is consistent with the requirements of other Federal programs. The FHWA received no docket comments on this section. Also in this section, paragraphs 5 and 12 adopt a new specific service sign category for attraction signs. This increases the Specific Service Sign categories to five (gas, food, lodging, camping, and attractions). There were no docket comments on this section. Additionally, paragraph 7 is changed from that proposal in the NPA as a result of docket comments received from six logo organizations suggesting that the FHWA modify the discussion for Specific Service Sign eligibility to include the following text shown in bold: “If facilities for the specific service being considered are not available within the 5 km (3 miles) limit or choose not to participate in the program, then the limit of eligibility may be extended in 5 km (3 miles) increments until one or more facilities for the services being considered choose to participate or until 25 km (15 miles) are reached, whichever comes first.” The FHWA is adopting this modification to give states more flexibility in the selection of eligible specific service facilities In paragraph 9, item (A)(1), under GUIDANCE, the FHWA adds “alternative fuels” to the list of qualification criteria for specific service signs. No comments were received regarding this change. 94. The FHWA received 11 comments from representatives of various State logo organizations requesting that FHWA modify the proposed Section 2F.02 Application, paragraph 2, to allow for up to three types of services to be displayed on a specific service sign (example: gas, food, and lodging). The FHWA is adopting three types of specific services on one sign as the maximum along with the requirement that if three types of services are allowed on one sign, then the logo panels (businesses) shall be limited to two for each type of service. This would allow for a total of six logo panels per sign which is consistent with the STANDARD in Section 2F.04 Number and Size of Logos and Signs. The FHWA believes that this change will give the states more flexibility in the selection of specific service facilities. Also in this section under the STANDARD statement, paragraph 2 is changed to delete the requirement for a separate sign for each type of specific service at freeway and expressway interchanges. 95. In Section 2F.04 Number and Size of Logos and Signs, the proposed paragraph 2 allowed a maximum of six logo panels for any specific service category shown on a sign. Based on 12 docket comments received from State Departments of Transportation, representatives of various motorist information services, and logo organizations, the FHWA is also amending paragraph 2 to allow a maximum of four logo panels for one of the two service types on the same sign (example: four food logo panels and two lodging logo panels). When four logo panels for one type of service are installed on a sign, the maximum number of logo panels still shall not exceed six. The FHWA believes that this change will give the States more flexibility in the selection of specific service facilities. Also in this section, the maximum logo panel size for expressway intersections is increased from 900 mm × 600 mm (36 inches × 24 inches) to 1500 mm × 900 mm (60 inches × 36 inches). There were no docket comments on this section. 96. In Section 2F.05 Size of Lettering, Table II-5, “Letter and Numeral Sizes for Specific Service Signs” as shown in the 1988 MUTCD is deleted. In the 1988 MUTCD, a category 1 size was included for use on expressways where access to crossroads was provided by at-grade intersections. The FHWA is deleting Table II-5 and the related categories. The FHWA is adopting a minimum height of 250 mm (10 inches) for all letters and numerals on specific service signs on freeways and expressways, and 150 mm (6 inches) for signs on conventional roads and ramps. The FHWA is providing a phase-in compliance period of 10 years after the effective date of this final rule for existing signs to minimize any impact on State and local highway agencies. This change is effective immediately for new sign installations. 97. In Section 2F.06 Signs at Interchanges, the requirement for a separate Specific Service sign for each type of services is deleted. Also in this section, paragraph 2 adds GUIDANCE that specific service ramp signs should be spaced at least 30 m (100 feet) from the exit gore sign, from each other, and from the ramp terminal. The FHWA received no docket comments on this section. 98. In Section 2F.07 Single-Exit Interchanges, paragraph 4 adds an OPTION to install the exit number panel on top of specific service signs on the freeway or expressway for the single-exit interchanges. There were no docket comments on this section. 99. In Section 2F.09 Signs at Intersections, paragraph 3 deletes the reference to a specific distance at which logo panels should not be displayed because they are visible from the roadway or highway. The FHWA believes that the State and local highway agencies should determine the acceptable visibility limits. The FHWA did not receive any comments regarding this change. Also in this section, paragraph 6 adds an OPTION to install the NEXT RIGHT (LEFT) and other directional information below the logos on the specific service signs. Discussion of Adopted Amendments to Chapter 2G—Tourist-Oriented Directional Signs. The FHWA received 52 comments from 10 commenters concerning Chapter 2G. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 64 FR 33802 on June 24, 1999. 100. In Section 2G.01 Purpose and Application, the FHWA is defining the term “tourist-oriented directional sign.” The term “panel” is also defined in Chapter 1. The FHWA received no comments on the definition. One commenter suggested defining “immediate area” in the first STANDARD or allowing the States to provide a definition in their State policy. The FHWA believes that defining “immediate area” is best addressed through State policy (Section 2G.07), and is revising that section to include a definition as an element of the policy. A State transportation department pointed out that requiring the use of tourist-oriented directional signs in place of specific service signing may conflict with State statutes. To avoid conflict with State statutes, the FHWA believes that this text would be better addressed as GUIDANCE, and is changing the section accordingly. This change gives the needed encouragement without eliminating the flexibility that some agencies might need. Three State transportation departments suggested uniform placement of tourist-oriented directional signs regardless of whether the facility and its on-premise advertising signs are readily visible or not from the roadway. Additionally, one State transportation department recommended a definition of “readily visible from the roadway” be included. The FHWA believes that for positive guidance, tourist-oriented directional signs should be installed regardless of whether or not the facility and/or its on-premise advertising is readily visible from the roadway. The FHWA has deleted this text from the GUIDANCE. 101. In Section 2G.02 Design, the FHWA is including a STANDARD that each tourist-oriented directional panel shall display only one eligible business, service or activity facility. None of the commenters disagreed with this change and the American Traffic Safety Services Association, Inc. commented favorably. 102. In Section 2G.03 Style and Size of Lettering, the National Committee on Uniform Traffic Control Devices (NCUTCD) recommended deleting the text related to the legend on rural roads. The FHWA agrees with this recommendation and removed it from the GUIDANCE. Using smaller letters on “less important rural roads” is not helpful to the unfamiliar road user. One commenter suggested that text referencing the “Standard Alphabets for Highway Signs and Pavement Markings” 7 be added. The FHWA agrees with this recommendation and is adding it to the STANDARD, since it is the design standard for letters, numerals, and spacing. 7 The “Standard Alphabets for Highway Signs and Pavement Markings,” 1977 Edition, is published by the Federal Highway Administration. It may be obtained from the FHWA, Office of Transportation Operations, 400 7th Street, SW, Washington, DC 20590. It is available for inspection and copying at the FHWA headquarters and all FHWA Division Offices as prescribed at 49 CFR part 7. 103. In Section 2G.04 Arrangement and Size of Signs, the FHWA limits the size of a tourist-oriented directional sign to a maximum of 1.8m (6 ft.). One commenter suggested that the limitation should be on the number of panels on the sign, rather than the physical size of the sign. The FHWA agrees that there should be a limitation on the number of panels as well as the size of the sign. A maximum sign size is specified to prevent visual obstructions. Also, under the first GUIDANCE in Section 2G.04, it was proposed in the NPA that no more than three panels should be displayed on each sign. One State transportation department objected. The FHWA agrees because this may place an undue burden for sign removal on those jurisdictions with existing signs. Therefore, the FHWA will continue to allow display of four panels per tourist-oriented directional sign. Several comments were received on the text regarding installation of intersection approach signs. The text in the first GUIDANCE contained conflicting language. The FHWA is revising the first GUIDANCE to allow for a straight ahead approach sign and is clarifying that intersection approach signs for tourist-oriented destinations to the left, right and straight ahead should be installed in advance of the intersection and that no more than four panels should be displayed on each sign. The FHWA is adding other clarifications to the text, based on the comments received, including: (1) Recommending the order in which signs should be installed; for consistency signs should appear in the following order: (a) The left turn sign should be located farthest from the intersection, (b) then the right turn sign, and (c) the straight ahead sign located closest to the intersection; (2) recommending that when there are multiple destinations in the same direction that the panels on the tourist-oriented directional sign should be displayed in order based on the destination's distance from the intersection (the closest destination should appear first); (3) clarifying that the left, right or straight ahead turn panels may be combined on the same sign, but that the straight ahead sign should not be combined with a sign displaying both the left and right turn destinations, and (4) allowing signs for destinations in the straight ahead direction when there are signs for destinations in either the left or right direction. 104. In Section 2G.05 Advance Signs, the first OPTION regarding installation of advance signs in the NPA has been moved to the GUIDANCE statement in Section 2G.07 State Policy, which is a more appropriate location. Also, in Section 2G.05, the FHWA is including GUIDANCE to clarify that in cases where directional word messages such as NEXT RIGHT (LEFT) or AHEAD are appropriate for application, this additional information may be added to the 1.8m (6 ft) maximum sign height. None of the commenters disagreed with this change and the American Traffic Safety Services Association, Inc., commented in support of the change. One State transportation department objected to installation of the directional word messages above the business identification panels. The destinations on tourist-oriented directional signs and where to turn are priority information; therefore, the directional word message action should be shown first. There were several comments requesting sign dimensions be shown on the figures. The dimensions were inadvertently left off the figures in the NPA and the dimensions in the 1988 Manual will be used with the appropriate metric conversions. 105. Section 2G.06 Sign Locations, require that the location of all other traffic control devices shall take precedence over the location of tourist-oriented directional signs, and that tourist-oriented directional signs shall not obstruct the road user's view of other traffic control devices. None of the commenters disagreed with this change. The NCUTCD and two other commenters objected to the exception, found in Section 2G.06 GUIDANCE, for the location of the straight ahead sign. The FHWA agrees and has deleted the exception. For positive guidance, a straight ahead business should have a sign in advance of the intersection. Also in this section, one commenter suggested that the location of and distance between signs, for the advance signs was excessive. The FHWA believes that locating advance signs 1 km ( 1/2 mi) from the intersection is an appropriate distance, but agrees that the spacing between signs is excessive and has reduced the distance to 152 m (500 ft). Since this is a shorter minimum distance than the current MUTCD, this will not have any impact on State or local highway agencies. One commenter objected to the phrase in the OPTION paragraph. The Executive Order referenced in the comment was revoked by Executive Order 13132 dated August 4, 1999, and effective on November 2, 1999. However, the FHWA is modifying this paragraph by deleting “but within the right-of-way” to be consistent with other parts of the Manual which do not reference right-of-way limits for sign placement. 106. In Section 2G.07 State Policy, the FHWA proposed to add the equal opportunity criteria of Title VI of the Civil Rights Act of 1964 (Pub. L. 88-352, 78 Stat. 241) as a STANDARD condition for destinations to be eligible for tourist-oriented directional signs. One State transportation department and one State chapter of the Institute of Transportation Engineers objected to including civil rights requirements in the Manual, while the American Traffic Safety Services Association, Inc. supported their inclusion. The FHWA disagrees with these objections to include the civil rights requirements. This paragraph was added as a condition for destinations eligible for tourist-oriented directional signs, because most Federal programs require compliance with Title VI regulations. This paragraph is consistent with Chapter 2F Specific Service Signs. Also in Section 2G.07, the GUIDANCE statement is revised to include a definition of “immediate area” for the area to be served. “Immediate Area” was used in the first STANDARD of Section 2G.01 Purpose and Application, of the NPA. In order to give the State highway agencies more flexibility, the FHWA believes that the definition is best addressed through State policy. Discussion of Adopted Amendments to Chapter 2H—Recreational and Cultural Interest Area Signs The FHWA received 46 comments from eight commenters concerning Chapter 2H. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 64 FR 33802 on June 24, 1999. As proposed in the NPA, the FHWA is modifying the following recreational and cultural interest signs to improve their visibility and make the sign design less complex: Litter Container (RG-130), Ranger Station (RG-170), Picnic Area (RM-120), Laundry (RA-060), Sleeping Shelter (RA-110) and Interpretative Trail (RL-130). Also, the FHWA is adopting the following Forest Service symbols 8 and will include them in the “Standard Highway Signs” book 9 Motor Home (RM-200), Group Picnicking (RM-220), Group Camping (RM-210), Dog (RG-240), Seaplane (RG-260), Family Restroom (RA-150), Helicopter (RA-160), All-Terrain Vehicle (RL-170), Archer (RL-190), Hang Glider (RL-210), Fishing Pier (RW-160), Hand Launch for Boating (RW-170), Kayak (RW-190), Wind Surf (RW-210) and Chairlift for Skiing (RS-100). The FHWA has only included new or modified symbol signs in the revised manual. 8 Based on a Memorandum of Understanding between the FHWA and the U.S. Department of Agriculture Forest Service, many of the symbols used by the Forest Service are adopted by reference in the MUTCD. These symbols are referred to as the “88 Forest Service Symbol Signs.” 9 “Standard Highway Signs,” FHWA, 1979 Edition is included by reference in the 2000 MUTCD. It is available for purchase from the Government Printing Office, Superintendent of Documents, PO Box 371954, Pittsburgh, PA 15250-7954. It is available for inspection and copying at the FHWA Washington Headquarters and all FHWA Division Offices as prescribed in 49 CFR part 7. None of the commenters disagreed with the modified or adopted symbols. However, one State transportation department recommended that we mandate that titles be used with the signs. The FHWA disagrees with the need for this clarification because Section 2A.13 permits an education plate to accompany a symbol sign that is not readily recognizable by the public. 107. In Section 2H.01 Scope, use of recreational and cultural interest signs is expanded by providing the OPTION of using these symbols on directional guide signs found on expressways and freeways. The American Traffic Safety Services Association supported the expanded use of these symbols. Two commenters opposed the expanded use of the symbols suggesting the possible overloading of road users with too many signs along freeways, especially in congested areas. The FHWA disagrees because the GUIDANCE in Section 2H.02 encourages agencies to adopt policies for recreational and cultural interest signing, and cautions agencies not to use them where they might be confused with other traffic control signs. Also, in this section, the STANDARD paragraph has been removed. General signing requirements are covered in Chapter 2A. 108. In Section 2H.02 Application of Recreational and Cultural Interest Signs, one State transportation department recommended removing the text related to nonvehicular events and amenities. The FHWA disagrees with the recommendation because the Manual has jurisdiction over the signing that leads road users to nonvehicular events and amenities such as trails, structures, and facilities. 109. In Section 2H.04 General Design Requirements for Recreational and Cultural Interest Area Symbol Signs, several commenters recommended including examples of the usage and series categories and one State chapter of the Institute of Transportation Engineers opposed the removal of the Category and Usage Chart. The FHWA agrees with this last recommendation. A Category Chart is included. This chart is similar to the Category and Usage Chart included in the 1988 Manual, except the road/type usage information has been removed. It is no longer appropriate to specify usage since the use of the symbols has been expanded to include both conventional roads and expressways and freeways. Also, in Section 2H.04, the FHWA has removed the SUPPORT paragraph proposed in the NPA. The use of recreational and cultural interest symbol signs is discussed in Section 2H.01. 110. In Section 2H.05 Symbol Sign Sizes, sign information is discussed in paragraph format. The FHWA received no negative comments regarding the removal of Table II-7, “Sign Sizes.” The American Traffic Safety Services Association recommended that a minimum size of 750 mm × 750 mm (30 in × 30 in) be used for expressway and freeway installation to ensure legibility and increase comprehension commensurate with today's higher speeds and complexities evidenced on these types of roadways. The FHWA agrees with this recommendation. The recommended expressway/freeway sign size text is contained in GUIDANCE. 111. In Section 2H.06 Use of Educational Plaques, GUIDANCE recommends that, if used, the educational plaque should be the same width as the symbol sign. None of the commenters disagreed with this change. 112. One State transportation department recommended deleting the proposed Section 2H.08 Color Format. The FHWA agrees with this recommendation and has removed Section 2H.08 as referenced in the NPA, because sign design requirements, including color, are addressed in Section 2H.04. 113. In Section 2H.08 Placement of Recreational and Cultural Interest Area Symbol Signs (referenced in the NPA as Section 2H.09), one State transportation department suggested that the exception to the vertical mounting height for symbol signs on low speed, low volume roads is not necessary and may cause some signs to be installed so that they are no longer crashworthy. The FHWA disagrees with the recommendation to eliminate the exception. Chapter 2A of the Manual requires all signs within the clear zone to be mounted at 2.1 m (7 ft) in urban areas, and at 1.5m (5 ft) in rural areas. 114. In Section 2H.09 Destination Guide Signs (referenced in the NPA as Section 2H.10), one State transportation department recommended that both the recreational and cultural interest area symbol signs and destination guide signs be white on brown. The FHWA disagrees with the recommendation. The GUIDANCE lists the order of preference for use of shapes and colors. While rectangular, white on green is listed first, States may use rectangular, white on brown. This provides maximum flexibility to the States. Also, in this section, one State transportation department recommended deleting the requirement that advance guide signs and exit direction signs have the white on green color combination where there are destinations other than a recreational or cultural interest area. The FHWA disagrees with the recommendation. Guide signs shall be white on green, except white on brown may be used when solely recreational or cultural interest area destinations are shown. Several commenters recommended removal of the trapezoidal shape. The FHWA is retaining the GUIDANCE that allows use of the trapezoidal shape. However, the FHWA will consider this recommendation in the future after further study. 115. The FHWA received no objections to deleting Sections 2H.10 through 2H.15 of the 1988 Manual, as proposed in the NPA. These sections gave a general description of the categories of recreation and cultural interest symbol signs. Discussion of Adopted Amendments to Chapter 2I—Emergency Management The FHWA received 800 comments from 47 commenters concerning Parts 2A, 2D, 2E, 2F, and 2I. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 63 FR 31950 on June 11, 1998. 116. With the renumbering of Part 2, Chapter 2J is changed to Chapter 2I. The FHWA received a recommendation from the National Committee on Uniform Traffic Control Devices to change the title of Chapter 2I from “Signing for Civil Defense” to “Emergency Management Signing.” The FHWA has adopted this new title and has deleted reference to civil defense because the more prevalent concerns today are from emergency traffic management situations such as natural disasters and chemical warfare threats. 117. In Section 2I.02 Design of Emergency Management Signs, the Civil Defense symbol is deleted from the evacuation route sign. The evacuation route plaque number is changed from CD-1 to EM-1. All of the emergency management sign numbers discussed in Chapter 2I now have the EM prefix. 118. In Section 2I.04 Area Closed Sign, the reference to “dangerous radiological or biological contamination” is deleted since the AREA CLOSED sign is not limited to these type areas but can be used for other emergencies such as natural disasters. The AREA CLOSED sign number is EM-2. 119. In Section 2I.05, the title is changed from “Traffic Regulation Post Sign” to “Traffic Control Point Sign.” The FHWA believes that this is a more appropriate title since these signs are used at checkpoint locations where traffic is stopped and controlled by designated officials. The sign number for the TRAFFIC CONTROL POINT sign is EM-3. 120. In Section 2I.07, the title is changed to include both a ROAD USE PERMIT REQUIRED FOR THRU TRAFFIC (EM-5) sign or an AREA USE PERMIT REQUIRED FOR THRU TRAFFIC (EM-5a) sign. There may be situations when the area use permit may be the more appropriate signing message. Therefore, the FHWA has included the OPTION to use this message as an alternative. 121. In Section 2I.09, the title is changed to “Shelter Directional Sign” which is a more general heading than “Fallout Shelter Directional Sign.” The Shelter Directional Signs may carry one of the following legends: EMERGENCY SHELTER, HURRICANE SHELTER, FALLOUT SHELTER, or CHEMICAL SHELTER. Discussion of Proposed Amendments to Chapter 2A Which Were Not Adopted 122. In Section 2A.03, the FHWA has deleted the OPTION sentence which indicated that traffic engineering judgment or studies may show that signs would be unnecessary at certain locations. By definition, the purpose of engineering judgment and studies is to determine whether or not a sign or other traffic control device is needed. 123. In Section 2A.18, paragraph 1, the FHWA has decided not to adopt the proposal to require the minimum mounting height of 2.1 m (7 feet) for all signs. This decision is based on crash-worthiness research results 10 which did not justify universal application of the increased mounting height. It is also based on docket comments received from 8 county highway agencies which opposed the increased mounting height for all signs. The minimum mounting height will remain at 5 feet for rural areas and 7 feet for urban areas where parking and other obstructions to view may occur. This minimum mounting height does not preclude the installation of signs at higher heights. 10 Marzougui, Dhafer; Bedewi, Nabih; Meczkowski, Leonard; and Taylor, Harry W.; “Sign Support Height Analysis Using Finite Element Simulation.” Presented at International Journal on Crash Conference, September 6-8, 2000. To be published in the International Journal on Crash. Discussion of Not Adopted Amendments to Chapter 2E—Expressway and Freeway Guide Signs 124. In Section 2E.29, paragraph 2, the FHWA has decided not to adopt the amendment to increase the vertical dimension of the exit number sign panel from 600 mm (24 inches) to 750 mm (30 inches). The FHWA received comments from North Carolina, Missouri and Minnesota Departments of Transportation expressing disagreement with the idea of increasing the vertical dimension of the exit number sign panel to 30 inches, particularly in the absence of specific data to indicate that the 24 inch panels are not performing adequately. The FHWA agrees and will revisit as part of a future research study. Discussion of Not Adopted Amendments to Chapter 2F—Specific Service Signs The FHWA received 800 comments from 47 commenters concerning Parts 2A, 2D, 2E, 2F, and 2I. Only the technical (not editorial) comments are addressed in this discussion. The notice of proposed amendments (NPA) was published at 63 FR 31950 on June 11, 1998. 125. In Section 2F.02, paragraph 4, the FHWA has decided not to limit the use of the ATTRACTION to expressways and freeways since in paragraph 5, the other specific service categories may be used on any class of highway. Discussion of Adopted Amendments to Part 3—Markings The FHWA received 352 comments from 40 commenters concerning Part 3 under docket number 96-47 (in mid-1997 this docket was scanned into the U.S. Dockets Facility as FHWA-1997-2295 and may be retrieved electronically with this number). Also, the FHWA received 181 comments from 27 commenters in response to docket number 99-6575. The two notices of proposed amendments (NPA) were published at 62 FR 691 on January 6, 1997, and at 64 FR 73612 on December 30, 1999. Only the technical (not editorial) comments are addressed in this discussion. 126. Chapter A, General Principles, of the 1988 MUTCD is renamed “General.” Several sections within this chapter are more appropriately relocated to Chapter B as follows: (a) Section 3A.08 is moved to 3B.08 Extensions Through Intersections or Interchanges, (b) Section 3A.09 is moved to 3B.15 Transverse Markings, and (c) Section 3A.10 is moved to Section 3B.07 Warrants for Use of Edge Lines. Section 3A.07 of the 1988 MUTCD discussed the different types of yellow and white lines. This discussion was reorganized and moved to Section 3B. Each type of line in Section 3A.07 is now discussed in the first six sections of Section 3B, which is organized by color of longitudinal lines. 127. In Section 3A.06 Widths and Patterns of Longitudinal Line Markings, the FHWA is adding to the OPTION statement a recommended ratio for line segments and gaps for “dotted lines.” One comment was received from a State highway agency recommending that a definition be provided for the wording “or longer gaps.” Since the proposed text did not contain any guidance on the maximum spacing of the longer gaps, the FHWA is including an OPTION statement recommending a maximum ratio of 1:3 for line segments and gaps, respectively, for dotted lines. 128. The section headings on Chapter B, Pavement and Curb Markings, are renamed and reorganized to read as follows: 3B.01 Yellow Longitudinal Line and Left Edge Line Pavement Markings and Warrants 3B.02 No-Passing zone Markings 3B.03 Other Yellow Longitudinal Pavement Markings 3B.04 White Longitudinal Line and Right Edge Line Markings and Warrants 3B.05 Other White Longitudinal Pavement Markings 3B.06 Edge Line Markings 3B.07 Warrants for Use of Edge Lines 3B.08 Extensions Through Intersections or Interchanges 3B.09 Lane Reductions Transition Markings 3B.10 Approach Markings for Obstructions 3B.11 Raised Pavement Markers 3B.12 Raised Pavement Markers as Vehicle Positioning Guides with Other Longitudinal Markings 3B.13 Raised Pavement Markers Supplementing Other Markings 3B.14 Raised Pavement Markers Substituting for Pavement Markings 3B.15 Transverse Markings 3B.16 Stop and Yield Lines 3B.17 Crosswalk Markings 3B.18 Parking Space Markings 3B.19 Pavement Word and Symbol Markings 3B.20 Speed Measurement Markings 3B.21 Curb Markings 3B.22 Preferential Lane Word and Symbol Markings 3B.23 Preferential Lane Longitudinal Markings for Motorized Vehicles 3B.24 Markings for Roundabouts 3B.25 Markings for Other Circular Intersections 3B.26 Speed Hump Markings 3B.27 Advance Speed Hump Markings 129. Sections 3B.01 Yellow Longitudinal Line and Left Edge Line Pavement Markings and Warrants, 3B.02 No-Passing Zone Markings, and 3B.03 Other Yellow Longitudinal Pavement Markings (all referenced in the NPA as Section 3B.01); Section 3B.04 White Longitudinal Line and Right Edge Line Markings and Warrants, and Section 3B.05 Other White Longitudinal Pavement Markings (both referenced in the NPA as 3B.02); and 3B.06 Edge Line Markings, and 3B.07 Warrants for Use of Edge Lines (both referenced in the NPA as Section 3B.03), are modified to include the provisions of the amendments on standards for center line and edge line markings published as a Final Rule at 65 FR 9 on January 3, 2000. There were 96 commenters on the proposed amendments to include the center line and edge line Final Rule into the proposed Section 3B.01 and 3B.03. Sixty-one commenters opposed the proposed text, and 45 of these commenters suggested two technical corrections. Most of the comments opposed to the proposed text were concerned about the warrants for center line and edge line markings which required edge lines on rural roads before center lines. The FHWA agreed with the comments and changed the text to make the warrants for rural center line and edge line markings consistent. Many commenters suggested a technical correction concerning the ADT values in the proposed warrants. The discussion in the final amendments of January 3, 2000 on center line and edge line markings (65 FR 9, January 3, 2000) stated that “The FHWA believes that jurisdictions should be aware of the average daily traffic (ADT) volumes and widths of the major roadways now specified in the standards and that the ADTs are an estimate that can be performed at a jurisdiction's judgment.” The FHWA agrees with the commenters and included a SUPPORT statement “If a traffic count is not available, the ADTs described in this section can be estimates that are based on engineering judgment.” Many comments included suggestions that were addressed in the final rule published on January 3, 2000. Many commenters also suggested revisions lowering the STANDARDS, which cannot be accepted because it would adversely impact safety to the traveling public. As noted in the final amendments for center line and edge line pavement markings, dated January 3, 2000, the compliance date for these sections is January 3, 2003 or when pavement lane markings are replaced within an established pavement marking program, or when the highway is resurfaced or reconstructed, whichever date is earlier. 130. Section 3B.01 Yellow Longitudinal Line and Left Edge Line Pavement Markings and Warrants, now contains GUIDANCE on the speed definition in the warrants for no-passing zones at curves which was in the 1988 MUTCD in Section 3B.05. The text in the NPA for these warrants reduced the minimum passing sight distances because it was based on posted or statutory speed limits as shown in Table 3B-1. In the 1988 MUTCD, the minimum passing sight distances were determined based on the greater of the off-peak 85th percentile speed or the posted speed limits. The FHWA received eight comments that opposed deleting the use of the 85th percentile speed because using the 85th percentile improves safety. Accordingly, the FHWA is returning to the use of the 85th percentile speed because it agrees that this improves safety. 131. In Section 3B.02 No-Passing Zone Pavement Markings and Warrants, the FHWA is changing the first paragraph of the first OPTION to be consistent with Section 8B.16 Pavement Markings, the STANDARD for highway-rail grade crossings. The STANDARD will read: “No-passing zone markings shall be used on approaches to highway-rail grade crossings in conformance with Section 8B.16 Pavement Markings.” The second paragraph of the first OPTION will remain an OPTION and will read: “No-passing zone markings may also be used at other locations where the prohibition of passing is appropriate.” 132. In Section 3B.04 White Longitudinal Line and Right Edge Line Markings and Warrants, and Section 3B.05 Other White Longitudinal Pavement Markings (referenced in the NPA as 3B.02 White Longitudinal Line Markings), 11 commenters had concerns about specific wording in the text or details about the figures as proposed and suggested technical or editorial revisions to make them acceptable. Of these suggested revisions, five concerned lane lines within a crosswalk. The FHWA agrees with these comments and the lines are removed from within the crosswalks. After the NPA was published at 62 FR 691 on January 6, 1997, the FHWA noted that text requiring lane line markings was inadvertently omitted from the proposed amendment and was included in the updated text published 64 FR 73612 on December 30, 1999. One comment, received in response to the second NPA, noted that the standard for lane lines on Interstate highways was omitted from the proposed text and that it should be reinserted. The FHWA agrees and is including this STANDARD in the final text. 133. The FHWA is revising the STANDARD for the extension of dotted lines through intersections in Section 3B.08 Extensions Through Intersections (referenced in the NPA as 3B.04 Extensions Through Intersections or Interchanges). One commenter was opposed to the color being the color of the line extended, rather than the color of the line to which it is extended. One commenter was opposed to the width of the marking being the same as the line it extends. The FHWA believes that the proposed text is appropriate because it will provide the most consistent application of dotted line extensions. The FHWA will retain the proposed text in the final version. Also in this section, paragraph 2, the FHWA added Figure 3B-11, sheet 2 of 2, Typical Pavement Marking Applications (referenced in the NPA as Figure 3-9a, Typical Pavement Marking Applications), to show more examples of the use of dotted line markings in intersections. This figure was in response to older driver research that shows that motorists benefit by having these additional markings. The FHWA received nine, mostly editorial, comments. Two commenters suggested reducing the GUIDANCE to an OPTION which would reduce safety. One commenter suggested adding curvature of the roadway to the list of examples where line extensions should be considered. The FHWA agrees to include “* * * on curved roadways * * *” into the final text. 134. In Section 3B.13 Raised Pavement Markers Supplementing Other Markings, and 3B.14 Raised Pavement Markers Substituting for Pavement Markings (both referenced in the NPA as 3B.07 Raised Pavement Markers, Retroreflective and Non-Retroreflective), the FHWA received 21 comments about raised pavement markers. Two comments, from northern States, opposed the minimum height of the raised pavement marker. Since the height definition is SUPPORT and not a STANDARD or GUIDANCE, the proposed text is retained. Seven of the comments proposed technical changes to the spacing of the raised pavement markers. Since the space of raised pavement markers is GUIDANCE, the proposed text will be retained until research indicates that different spacing would provide better information to road users. The FHWA received no comments, however, about the color of raised pavement markers conforming to the color of the pavement marking where they are placed. The FHWA received five comments about the use of raised pavement markers at right edge lines. Two comments addressed the use of raised pavement markers in construction work zones. One comment recommended that raised pavement markers be permitted, and another opposed the use of raised pavement markers on right edge lines. Several commenters agreed that raised pavement markers should not be used on right edge lines. Since there is not a consensus on using raised pavement markers on right edge lines at this time, the FHWA is retaining the proposed GUIDANCE that raised pavement parkers should not supplement right edge line markings. 135. In Section 3B.16 Stop and Yield Lines (referenced in the NPA as Section 3B.09), paragraphs 2, 4, and 6, the FHWA is adding an optional “Yield Line” marking for use where it is important to indicate the point behind which vehicles are required to yield. Figure 3-24, Typical Yield Line Layout, provides an illustration of these markings. The FHWA received ten comments. Five of the comments opposed the proposal and indicated that the proposed markings were not needed. The FHWA believes that improved public awareness of yield line markings will lead to consistency in the use of the stop line marking for mandatory stops and the yield line when a yield is the appropriate action. Since these markings would be optional, State and local highway agencies would not be required to use them. Also in this section, the FHWA received one comment which suggested that the wording of the following phrase be clarified as follows: “Where through lanes of traffic approaching an intersection become the mandatory turn lanes.” The FHWA is incorporating the above underlined words into the final text to clarify the sentence. The FHWA received two comments suggesting reductions to the use of blue markings to designate parking spaces for persons with disabilities. The FHWA believes the suggestions would reduce the visibility of the markings and is adopting the text as proposed in the NPA. 136. In Section 3B.19 Pavement Word and Symbol Markings (referenced in the NPA as Section 3B.12), third OPTION, paragraph 5, the FHWA is adding a “Yield Ahead” triangle symbol marking for optional use in advance of intersections where approaching traffic will encounter a YIELD sign. Figure 3B-24 provides an illustration of these markings. The FHWA received 14 comments, of which only four opposed the proposal. Three comments addressed text and figures that had not changed from the 1988 MUTCD and that will be retained. Only one comment opposed the proposed yield ahead markings. The FHWA is adopting the yield ahead marking as proposed in the NPA. Also in Section 3B.19 Pavement Word and Symbol Markings, second SUPPORT, the second paragraph states: “Where crossroad channelization of ramp geometry do not make wrong-way movements physically difficult, guidance to a potential wrong-way road user can be provided by placing a lane-use arrow * * *.” The FHWA is changing this SUPPORT to GUIDANCE to be consistent with the GUIDANCE, paragraph B, in Part 2E.50 Wrong-Way Traffic Control at Interchange Ramps which states “Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, a lane-use arrow should be placed in each lane * * *.” 137. In Section 3B.22 Preferential Lane Word and Symbol Markings (referenced in the NPA as Section 3B.13), the FHWA is differentiating between types of preferential lanes. The diamond pavement marking symbol is for exclusive HOV lane use. In situations where a preferential lane is not an HOV lane, then the word message (Bus, Taxi, etc.) or symbol (Bike, etc.) for the type of traffic allowed would be used. The FHWA received three comments that suggested editorial changes to this section, and it has made one minor editorial change to the second STANDARD, paragraph 2, to include a reference to Figure 3B-25. 138. In Section 3B.21 Curb Markings (referenced in the NPA as 3B.15), paragraph 5, the FHWA is adding paved median noses to the locations that should have retroreflective solid yellow markings. This addition is made in response to recommendations for older drivers 11 , which shows the benefits of having these additional markings. The FHWA received two comments which suggested that the text be changed to an OPTION, and one technical comment that suggested that additional guidance be included on the placement of the markings. The FHWA is adopting the text as proposed in the NPA because the FHWA believes that retroreflective markings should be placed to increase the visibility of paved median noses. The FHWA also believes that the portion of the paved median nose that should be marked should be left to each jurisdiction's judgment. 11 “Older Driver Highway Design Handbook,” Report No. 1 FHWA-RD-97-135, available from the FHWA Research and Technology Report Center, 9701 Philadelphia Court, Unit Q, Lanham, Maryland 20706. 139. In Section 3B.23 Preferential Lane Longitudinal Markings for Motorized Vehicle (referenced in the NPA as Section 3B.16), is added to provide the STANDARDS for longitudinal lane line markings for physically and non-physically separated, reversible and non-reversible, and left and right side concurrent flow preferential lanes for motorized vehicles. Table 3B-2 was added to list the standards in a tabular format. Figure 3B-25 provides an illustration of these markings. Furthermore, GUIDANCE is added on marking the neutral area between a preferential use lane and a regular traffic lane, when the distance between them is greater than 1.2 m (4 ft). The FHWA received eight comments concerning this section. Several comments were about showing a double yellow centerline on the figures. The FHWA believes that since the figures clearly show that there is a median, the use of a double yellow centerline is not appropriate. One commenter suggested using a double white dashed line for the right lane line on concurrent flow HOV lanes. Another commenter suggested that the double wide white longitudinal lines should be double normal white longitudinal lines. The FHWA believes that the longitudinal lines shown in the proposed figures provide reasonable options which will promote uniformity of markings to the road users. The FHWA is retaining the proposed figures in the final version. 140. Section 3B.24 Markings for Roundabouts (referenced in the NPA as Section 3B.17), Figure 3B-26 (referenced in the NPA as Figure 3-26), Typical Markings for Roundabouts with One Lane, and Figure 3B-27, Typical Markings for Roundabouts with Two Lanes, (referenced in the NPA as Figure 3-27), are added to incorporate standard markings for roundabouts to the MUTCD. The FHWA disagrees with one commenter opposed to this section which suggested a reduction from GUIDANCE to OPTION. The FHWA did receive 14 editorial comments on the text and figures and they are incorporated as minor modifications to the text. 141. Section 3B.25 Markings for Other Circular Intersections (referenced in the NPA as Section 3B.18), is added to incorporate optional standard markings for other circular intersections including rotaries, traffic circles, and residential traffic calming designs. Figures 3B-26, Typical Markings for Roundabouts with One Lane, and 3B-27, Typical Markings for Roundabouts with Two Lanes, provides illustrations of typical markings for other circular intersections. The FHWA received one comment about the placement of the crosswalk in advance of the yield line in the figures. The FHWA believes that the location of the crosswalk in advance of the yield lines as shown in the figures provides the shortest and safest location for pedestrians to walk. The FHWA will retain the proposed figures in the final version. 142. Section 3B.26 Speed Hump Markings (referenced in the NPA as Section 3B.19), is added to provide pavement markings to assist motorists in identifying the locations of speed humps. Figures 3B-28, Pavement Markings for Speed Humps, and 3B-29, Pavement Markings for Speed Humps, provide illustrations of typical speed hump markings. The FHWA received 11 comments, none of which opposed having speed hump markings. Most, however, were concerned that the markings were excessive and would be difficult to maintain. The FHWA is retaining the text and figures because these markings are optional and the FHWA is not convinced that the alternate markings are better. 143. Section 3B.27 Advance Speed Hump Markings (referenced in the NPA as 3B.20), is added to provide pavement markings to assist motorists in identifying the locations of speed humps. Figure 3B-30, Advance Warning Markings for Speed Humps, provides an illustration of typical advance warning markings for speed humps. The FHWA received four comments. One commenter stated that the advance warning for speed hump markings should not be used because they are similar in appearance to stop lines. The FHWA disagrees with the commenter, because the advance warning markings are a series of transverse bars located in advance of a speed hump, which would not be found at an intersection where a stop bar is located. 144. In Section 3F.02 Channelizing Devices, the FHWA received seven comments on a new STANDARD that states that the color of cones and tube markers used outside construction and maintenance areas shall be the same as the pavement markings. Three comments had concerns about allowing orange as the color of a tubular marker on a white or yellow lane line. One commenter wanted the STANDARD to be more restrictive by excluding orange as a substitute color. Another commenter called the STANDARD difficult to achieve and enforce in practice. The third commenter suggested orange as the predominant color, with permanently mounted tubular markers to be only white. The FHWA will adopt the proposed wording because orange is a universal color for cones and tubular markers. While it is preferable that the color of cones in non-work zones match the color of line that they supplement or are substituted for, the FHWA believes motorists will understand if orange cones or tubular markers are used. Discussion of Adopted Amendments to Part 4—Highway Traffic Signals The FHWA received 842 comments from 135 commenters concerning Part 4. Only the technical (not editorial) comments are addressed in this discussion. Two notices of proposed amendments (NPA) were published at 62 FR 691 on January 6, 1997, and 64 FR 73612 on December 30, 1999. 145. For Section 4A.02 Definitions Relating to Highway Traffic Signals, the FHWA reviewed the text of Part 4 to ensure all terms that need to be explained are defined in this section and that all terms in the definitions are used in the text. Based on this review, the FHWA is adding new definitions for the terms “signal housing” and “walk interval” because these terms are used in the text of Part 4, but were never defined. The definition for “signal installation” is removed because it is no longer used in the text. This section is significantly expanded from four definitions to seventy-one definitions that are being used throughout Part 4. 146. In Section 4C.01 through 4C.09 concerning warrants, the number of warrants are increased from seven, as noted in the 1997 NPA, to eight (The School Crossing Warrant, which was moved to Section 7D.04 in the 1997 NPA, is being moved back to Chapter 4C to keep all the signal warrants together, eliminating the need for the reader to use two parts of the MUTCD. See 62 FR 693). The FHWA did not receive any comments opposed to moving the school crossing warrant from Part 7 back to Part 4. 147. The FHWA inadvertently omitted Section 4C.06 Warrant 5, School Crossing, from the previous NPAs. Section 4C.06 is essentially the same as the 1988 version, with some minor exceptions. The exceptions are: (1) A new SUPPORT paragraph explaining that the School Crossing Warrant is to be applied in instances where school children crossing the street is the principal reason to consider installing a traffic signal. The FHWA is deleting this paragraph from Warrant 4, Pedestrian Volume, and moving it to Section 4C.06. (2) To be more consistent with the other STANDARD wording used in the MUTCD, the statement concerning the need for a traffic control signal is changed from “may be warranted when * * *” to “shall be considered when * * *.” (3) To match the other chapters in Part 4, the FHWA is adding a new STANDARD paragraph which will indicate that, before deciding to install a traffic control signal, “consideration shall be given to implementation of other [Text truncated at 120,000 characters. The full text is on the page linked above.] --- Source: Frix Law Library, https://www.frixlaw.com/law-library/documents/fr%3A00-31974. Public record. Not legal advice.